Archive for April, 2015
How World War 1 Changed Cars
Well, I hope everybody took a pause to “remember them” over the past weekend – ANZAC weekend. It’s been 100 years since the disastrous landings in Gallipoli, and it’s this sort of anniversary that gets people in a thoughtful mood.
Renault taxis take French troops to Marne.
It’s interesting to speculate on how cars would have been different if World War 1 had never happened. Cars had indeed been invented prior to the outbreak of war – Archduke Franz Ferdinand of Austria was riding in an open-top car when he was assassinated, triggering the whole stupid mess. But the war stimulated development of the automobile and accelerated progress. Heaps of car manufacturers managed to get off the ground because of their involvement in producing cars (and tanks and motorbikes and aeroplanes) for their respective sides. Renault started churning out war transport units, especially after heaps of Renault taxis were commandeered to take French troops to the battle lines after Germany invaded. BMW and Citroen got started with serious auto production, although they turned to making cars after the war was over, as they had invested heavily in R&D and in manufacturing plants.
A few other ways that World War 1 changed cars around the world include the following:
- Mass production. The wartime demand for lots of identically made gear churned out really quickly opened people’s eyes to the efficiency of assembly lines. According to one historian, WWI was a “war of production” where the side who could crank out the most tanks, machine guns, aeroplanes, etc. had the edge. Ford had begun pioneering assembly lines and time-and-motion efficiency measures before the US was dragged into the war; however, other car manufacturers quickly cottoned onto the idea. This meant that once the war was over, the technology was there and the factory lines were there, so they were used for making cars. And they still are.
Rosie the Riveter and friends making Tin Lizzies on the Ford production line.
- Social change led to more demand for cars. The war took heaps of guys off the farms and out of the factories and sent them around the world, giving them glimpses of the exotic. At the same time, it became respectable for middle-class women to stop sitting around being decorative and to work (who do you think was working on the assembly line when the men were fighting?). The new outlook on life and the desire to travel led to demand for cars (helped, no doubt, by advertising by the car manufacturers). Bicycles and the train, which had been the norm prior to the war, just didn’t cut it any longer. The old class system was dead and cars weren’t just a luxury for the aristocracy and the wealthy.
- Petrol and diesel became the fuels of choice. Prior to WW1, fossil fuels weren’t the only way to go. Manufacturers were playing around with things like steam and electricity. According to the Encyclopaedia Britannica, electric cars were actually pretty popular because they were quiet. However, the advantages of gasoline over these other fuels became apparent during the war. The fact that the Allied forces (who had the new automotive technologies) had also managed to bag large chunks of the oil-rich Middle East that had been part of the Ottoman Empire might also have had something to do with this.
- Petrol stations. As cars became more affordable (thanks to mass production) and more desirable (thanks to social change), fuelling stations had to be provided. All across the world, bowsers sprang up. Before that, people had to carry their own gas or imitate Bertha Benz and pick up a container or so of fuel from any shop that sold it.
- Paying in instalments. Car manufacturers wanted to sell cars. People wanted to buy them. However, not everyone had the ready cash straight away to purchase a car outright. So car dealers started allowing people to pay in instalments. This was a way for makers of medium-priced cars to compete with the really cheap players like Ford (and later Volkswagen).
- Sealed roads. Cars wore roads down more than bicycles and carriages did (trains, obviously, stayed off the roads). This meant that as the car grew in popularity, more roads needed to be tarsealed to keep them in good condition. The history of roads would probably make another good post in itself, so I’ll probably have to save that for another time.
Safe and happy driving,
Megan
Private Fleet Car Review: 2015 Ford Focus ST
The Ford Focus has been lauded for its looks and sharp handling since its release over fifteen years ago; A Wheel Thing checks out the 2015 ST with six speed manual and 2.0L turbo four.
Powersource.
Two litres. Turbo. Slick shifting six speed manual. Is it a goer? Oh, yes, very much. These numbers tell the story: 186 kilowatts (5500 rpm). 360 Newton metres of torque between 2000 and 4500 revs. Ford’s EcoBoost technology makes this an immensely flexible engine around town, allows safe overtaking and feeds a somewhat annoying drone into the cabin once the tacho sees 2500 rpm.
Ford quotes a combined fuel economy of 7.4L per 100 kilometres; the best A Wheel Thing saw was on a highway run, at 7.8L per 100 kilometres….the tank has a 62 litre capacity and will take 92 to 98 RON unleaded.
The Suit.
It’s largely unchanged from the Focus that landed here two years ago; rounded and angular, a pushed out to each corner stance provides an aggressive pose. At the front, there’s the familiar truncated triangle design with the grille hiding the upright sides and a shutter for the intake system.
The profile flows into an ovoid shape, has colour coded handles for the doors on the ST and finishes with an impressive rear deck spoiler. The hatch lid itself is well balanced and can be lifted with one finger.
Headlights are underpinned by LED daylight running lights and come with a self leveling system as well; the tail lights have two horizontal bars, with an almost neon light look to them. It’s a striking and eye catching design, helped by the bright gold paint the test car came clad in.
Rolling stock is 225/45/18s.
On The Inside.
Of immediate note are the Recaro seats for driver and passenger; you sit down into them and they’re trimmed in body colour. In this case, it’s a retina searing yellow (complete with sporty red ST embossing), contrasting with the charcoal black, inlaid to the supportive and body encompassing seats. They’re well padded, wrap around you and lack only heating for colder climates.
The dash is familiar in layout and display, with a predominantly blue hue, there’s the multi-leveled information screens accessed via the steering wheel buttons, with the upper centre console also housing both a trio of gauges, including turbo boost, and the larger map and information screen. They’re clear to read, clearly laid out and information is easily accessed. sadly, Ford persists with the inbuilt Sony head unit (no digital tuner, in this case) and its damnable button layout.
For the driver, the ST gets a thick and chunky steering wheel, complete with chrome inlay at the bottom with ST engraved in…painted red, so you know it’s a sports hatch.
Rear seat room is fine, thanks to the wheelbase, allowing plenty of leg room, not to mention shoulder and hip room. Even the hatch cargo section has plenty of space for a weekend away for four people.
On The Road.
It’s here that the ST shows its strengths; it’s a sledgehammer mix of grunt and subtlety, raw power and finesse. There’s the typical off boost hesitancy of a turbo engine before that 360 Newton metres comes on stream; gently used, it’ll pull the ST around nicely, with the old “even grandma can drive it” truism but, when prodded into anger, it’ll hook up, tacho zinging around the dial, turbo boost gauge rising and the cabin feedback note becoming more pervasive. A snick of the smooth and well weighted gear lever, a push of the nicely calibrated clutch pedal and illegality is shown on the speedo. Yes, there’s a touch of torque steer when on boost however the front differential system does a solid job of minimising that.
Rolling acceleration, when on boost, is stupendous; off boost but in the torque band, it’s as easily to drive as it is to drink a glass of water
Braking is beautiful, modulated perfectly, becoming almost an extension of the body, with no lack of confidence in the system. It’ll haul up the ST safe;y, time and time again, with no qualms. Of note, however, was the road noise transmitted into the cabin; it’s excessive, intrusive and wearisome.
Handling is pin point precise; the steering ratio is a tick under 3.5 turns lock to lock, meaning rapid response. The suspension is supple, fluid, even allowing for the sports feeling the ST is endowed with. Its wheelbase and wide track give a surefooted feel across all sorts of road terrain, from tarmac to the concrete freeway between Goulburn and Canberra to the rougher and more unkempt roads in suburbia.
Head over to Ford’s website, www.ford.com.au and follow the links to the Focus.
All Eyes on Cook after Spectacular Donington Drive
Nothing but truly remarkable racing was the order of the day as the BTCC took on the twists and turns of the Donington Park circuit. Any attempt at predicting the result was an impossible task, which led to nail biting action and legendary battles. The star of the day would emerge as none other than #RacingForHeroes driver Josh Cook, who received the most live television coverage of any other driver across the weekend. Following his sensational sixth in qualifying, Josh’s performance on race day has more than proven his worth as a future champion of the BTCC.
Ever since the opening race weekend of the year at Brands Hatch, Cook has caught the eye of the entire touring car community with his strong consistent driving ability. As a graduate of the Clio Cup, Cook is no stranger to close quarter racing. He may well be a rookie in the series, but after his performances already this season you would be mistaken for thinking he is a long serving name within the ranks.
In the first two races, Josh delivered two strong drives, finishing 13th and 7th respectively. What was noticeable across all the teams on race day was the effect of the soft tyre on race performance. While many other drivers on the soft tyre would slip down the ranks in race one, Josh Cook was able to deliver a balanced drive that left him one of the highest soft tyre finishers.
Cook’s 7th place finish in race two left him in the running for the reverse grid pole in race three. Following the scandal with Rob Austin at Brands Hatch which saw him admitting to purposely choosing himself for pole, the reverse grid draw would be changed so that an independent party would undertake the responsibility. So when it was revealed that Josh Cook had secured his first ever BTCC pole position for race three, the satisfaction was even sweeter. Ahead of the final race, Cook was both optimistic and aware of the challenge ahead,
“The car has had pace all weekend. I am just looking forward to what we can do. A podium is realistic, but it won’t be easy”
Power Maxed were on flying form
The final race of the day would go down as one of the greatest BTCC races this year, but in recent memory. Initially Cook lost out to the fast starting Collard, but it was not long before Cook was right up on the BMW bumper. The charging Cook soon took Collard and set about building up a strong lead out front. From the moment the lights went out, the touring car world got behind Cook in a massive show of support that lit up the social media streams.
However, following an incident between Jack Goff and Sam Tordoff the safety car was deployed on track, bunching the field up and losing Cook what was his ever growing lead. Even with a masterful restart from Josh as the safety car peeled in, the hard charging Aron Smith in the BMR Volkswagen was soon on Cook’s tail.
Despite Smith’s best efforts, there is no intimidating a Clio driver and Cook held firm out front. As the laps began to count down it was beginning to look like Cook could hold off Smith, until the two came together at the Craner Curves sending them both shooting off onto the grass. Somehow both drivers managed to recover with astonishing car control and would both continue to the end. Although initially annoyed, stating that the Power Maxed crew had that race in the bag, Cook believed it was nothing more than a racing incident,
“He came up to me and we’ve shook hands, its racing. If we didn’t have things like that then it would be boring to watch, I say more of it to be honest”
The final few laps were just as thrilling as those that preceded them; with Cook on a recovery drive he soon made his way back up to the leading group who were squabbling from position. As the chequered flag dropped, Cook crossed the line in 7th which is a momentous achievement considering his off.
The battle for the lead between Cook and Smith was intense
The weekend may have been dominated by the big names at BMR and Honda, but the true spotlight from Donington should fall on none other than Josh Cook. His racing ability was proven last year in the Clio Cup UK and his transition into the BTCC has already shown staggering results. He may be a rookie in this series, but he is a seasoned racer with a refined set of skills,
“When I see a car in front I don’t look at the name in the window. As far as I’m concerned, it’s just an obstacle in my way!”
Moving forward onto the next round of the championship at Thruxton in May, Cook lies 13th in the drivers’ standings on 27 points and 1st in the Jack Sears Trophy with 100 points; his nearest challenger is Kieran Gallagher on 83. Having praised the ever increasing speed and performance of the car over the Donington weekend, Josh Cook is hoping to move even further up the grid.
The first six rounds of the championship have undoubtedly proven that the British Touring Car Championship is one of the greatest race series around the world, and Josh Cook has cemented his position as a rising star and unquestionably a future champion.
Josh Cook, Dave Newsham and Power Maxed – a combination not to be messed with
Josh Cook and #RacingForHeroes – Supporting our injured through motorsport
Driving for change, and that change is happening.
Please follow our journey on Twitter: @RacingForHeroes
And of course my journey is ever ongoing: @lewisglynn69
Keep Driving People!
Peace and Love!
Photo Credit: BTCC.net
![H4H CHARITY_PARTNER[1]](http://blog.privatefleet.com.au/wp-content/uploads/2014/12/H4H-CHARITY_PARTNER1.jpg)
Private Fleet Car Review: 2015 Ford Kuga Titanium Diesel.
A Wheel Thing was penciled in to drive the petrol version however a slight scheduling rearrangement had us in the diesel instead. A long country drive to the mid south coast of NSW proved an ideal test.
Powersource.
There’s a range of engines available for the small midsizer SUV, including 1.5L EcoBoost engines. The diesel fitted to the Titanium is a 2.0L unit, with a redline starting at 4500 revs, max torque of 400 Nm from 2000 rpm through to 2500 and maximum kilowattage of 132 at 3500 revs.
The transmission is a simple to use auto, with six forward ratios and a lever seen in other brands. It’s slick, smooth and the Sports mode is redundant, as the torque available is more than enough for any style of driving.
The manual change is done via a rocker switch on the top right of the lever, with the lever itself (too easily) pushed into the final slot rearward, leaving the driver somewhat nonplussed as to why revs have climbed but the gear change hasn’t happened. The now more user friendly sideways motion to select Sports should be employed here.
The Suit.
Based, as it is, on Ford’s massively successful Focus range, there’s a clear resemblance to the donor design. Naturally there’s extra ride height atop the 19 inch alloys and Continental tyres, with front and rear designs inspired by the Focus sheetmetal. It’s not hugely different to the preceding model but enough to look newer.
The front bumper has two deeply inset sheets of plastic, almost looking like radiators, with a V creaseline starting low down before running full length and taking the eye to the jewel style tail light set.
The electronic tailgate has a false bottom, with a plastic attachment that appears as if it’s meant to stay attached when the tailgate lifts up. The rear is tidy, overall, the front is a bit “busy” with the amount of visual interference there.
In profile, the Kuga has a pronounced wedge shape, with that crease line from the front running parallel to one on the lower doors, with both flanked by broad shouldered wheel arches and the windows terminating in a definite triangle piece atop the rear lights. It’s got a measure of masculinity about it and is appealing to both men and women.
The dimensions help with its presence: 4524 x 1838 x 1701 mm and the Kuga sits on a 2690 mm wheelbase; clearance is just under 20 mm while approach and departure angles are 21.2 and 27.7 degrees.
Rubber is Euro spec Continentals, 235/45 on a 19 inch alloy.
On The Inside.
It’s a virtual carbon copy of the Focus, bar the airline style tray tables on the rear of the driver and passenger front seats. There’s comfortable seating for five, a reasonable 406L of cargo space with the seats up (a lick over 1600L with rear seats folded), the deplorable console layout for the radio etc (the Titanium does come with, joy of joys, a DAB tuner!) and some easy to read selectable info on both the driver’s and console screens.
Interior room is well used: a considerable 1421 mm of shoulder room for the front seat passengers, 1398 mm for the rear and with leg room at 934 mm for the rear seat, there’s certainly no feeling of being hemmed in. Fabrics and plastics are of a high quality, with a soft touch feel to the trim. Safety is taken care of via airbags aplenty, including thorax and pelvis, there’s Hill Start Assist, Trailer Sway Control, 3 12V sockets and more.
For those that like a bit of space, there’s a glass roof as well.
On The Road.
The “Control Blade” rear suspension, along with the McPherson strut front provides superlative handling across almost all road surfaces, with minimal noise intrusion. It’s got a quick steering rack which makes parking a doddle, as are lane changes. Suspension setup is firm to start, with just enough initial give to not allow too many bumps in.
Acceleration is responsive to the lightest touch when on boost, but is a touch toey from idle to “on”, where it’s like a lightswitch, with something….something….then BANG! as the torque suddenly manifests. Although the spec sheet says the Titanium is an all wheel drive car, there’s moments of very noticeable torque steer as the gears change under heavy acceleration.
Braking is beautifully balanced, with a wonderfully modulated pressure point as you squeeze down and there’s a hint of touch; down further and there’s a linear expression of slowing as you do. It’s confident and confidence inspiring.
The Kuga Titanium also has radar assisted crash avoidance technology, which also doubles as a cruise control activated system; it reads the car in front and will slow or accelerate as required, with a preset speed logged in to the cruise control system. That same radar setup will alert you to a vehicle slowing suddenly in front and will flash lights and sound an alarm.
The Kuga Titanium has a kerb weight of 1782 kilograms, it’s noticeable in the fuel economy. Drinking from a 60 litre tank, Ford quotes 5.6L per 100 kilometres (combined); on a trip to Bega, the famed cheesemaking area of NSW, the dial barely moved from 7.7L per 100 km. Admittedly that was with a bit of luggage and two adults plus two kids, but it was somewhat disconcerting to see the dial sitting a just a quarter full at Cooma.
The distance from home to there? Just 404 kilometres…The return journey saw cruise control used from the southern end of Lake George, just north of Canberra to Campbelltown; economy improved marginally, to 6.6L/100 kms. It’s some way off, on a highway cycle, the claimed combined cycle from Ford. Towing is 1500 kg, braked.
The Wrap.
Although, ostensibly, an all wheel drive capable vehicle, it wasn’t taken off road during the week as tarmac is where 99.999 ad infinitum % of these kind of vehicle will live. It’s roomy enough for a family, comfortable enough, user friendly enough bar the centre console layout and it’s certainly a handsome enough looker.
It rides and handles and goes well enough, however the diesel engine economy seemed to be the sticking point.
The range starts from $31K, with the Titanium a not inconsiderable price of near as dammit $51500 without options and metallic paint…it’s a fair ask, compared to its competitors.
For details and pricing, head to http://www.ford.com.au/suv/2015-kuga/specifications/spec-options
For A Wheel Thing TV: https://www.youtube.com/watch?v=3pVVo3c4tHY&feature=em-upload_owner
Level 2, 9 Help Street